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In general, rigging is a large part of deck sea- two ways: either by hooking into the ground with one or
manship. The ship's standing rigging consists of lines, both of their sharp flukes or by burying themselves
wires, turnbuckles, and other gear supporting and completely. When an anchor is let go in fairly deep
attached to the stacks, the masts, and the topside water, it strikes the bottom crown first. From this
structure. Running rigging includes the rigging used in position, any drag on the chain causes the flukes, if
hoisting and lowering heavy weights or in positioning properly set, to dig into the bottom. As the drag
and operating movable deck gear. continues, the fluke is forced further into the bottom. If
the proper scope of chain is used, the heavier the drag,
the deeper the fluke will dig in, developing the full
GROUND TACKLE holding power of the anchor.
tackle. Identify and describe equipment CABLES
associated with ground tackle.
Chain, wire rope cables, or cable composed of both
Ground tackle is all equipment used in anchoring chain and wire rope for use with ships' anchors is a part
and mooring with anchors and buoy mooring with chain of the ship's ground tackle. Ground tackle is the
and appendages. The following are defined as ground collective term applied to all equipment used in
tackle: anchoring. It includes the anchors, their chain or cables,
connecting fittings, and all associated equipment used
in anchoring, mooring with anchors, buoy mooring,
Anchor chain, wire rope, synthetic line, or being towed, or securing or letting go anchors in or from
combinations of these materials, when used with their hawsepipes.
Appendages consisting of connecting shackles ANCHORS
or links, detachable links, pear-shaped links, end
links, bending shackles, mooring shackles, mooring LEARNING OBJECTIVE: Identify and
swivels, detachable-link tool sets, clear hawse describe the anchoring equipment used aboard
pendants, dip ropes, chain stoppers, wrenches for ships.
chain stoppers, outboard swivel shots, chain cable
jacks, mooring hooks, chain hooks, anchor bars, and Anchors used in the Navy today are grouped
anchor buoys according to type. The most common types used are
stockless anchors, lightweight (LWT) or stock-in-
Ground tackle is one of the most vital parts of a crown anchors, and two-fluke balanced-fluke anchors.
ship's equipment. The vessel's safety frequently Stock anchors (old-fashioned) and mushroom anchors
depends upon the proper use of this gear; suitable are no longer specified as a part of Navy ship ground
ground tackle has saved many ships and lives. tackle.
The anchor windlass, equipped with capstan head
or gypsy heads, is a vital part of the ship's ability to STOCKLESS ANCHORS
handle its ground tackle and use the capstan or gypsy
heads in mooring and warping operations. Though there are a number of different designs of
modern stockless anchors, all share the same
distinguishing feature-they are stockless.
Three designs of stockless anchors are in use on
All anchors are designed to take hold as quickly as naval ships: commercial, standard Navy, and the Mark
possible after they hit bottom. They take hold in one of 2 (Mk 2). These are shown in views A, B, and C of

figure 4-1. Of the three, the Mk 2, with its long flukes, The stockless feature of these anchors provides
has the greatest holding power. It is made only in the many advantages, not only in easing handling and
60,000-pound size for use aboard aircraft carriers. The stowing, but also in allowing the anchor to be hoisted
short, commercial-type flukes have the least holding directly into the hawsepipe and secured, ready for
power. letting go.

Figure 4-1.–Types of anchors.

The stockless anchor consists of a heavy head in pounds, for the Mk 2 LWT 6,000 pounds and 30,000
which the crown, tripping palms, and flukes are forged pounds for the wedge block LWT. The commercial
in one piece. This unit is pivoted on the shank so that it Danforth anchor, shown in view E of figure 4-1, is used
can swing from 45° to either side of the shank. The on some Navy craft and small boats.
flukes are large and long, and projecting shoulders or
tripping palms are cast at the base of the flukes to make TWO-FLUKE BALANCED-FLUKE
them bite. As the force of the drag exerts itself, the ANCHORS
shoulders catch on the bottom and force the anchor to
take hold by pushing the flukes downward into the The two-fluke balanced-fluke anchor (view G of
bottom. Because an upward pull on the shank of a figure 4-1) is used for anchoring some surface ships and
stockless anchor has a tendency to break out the flukes, the newer submarines and is normally housed in the
a long scope of chain must be used to make sure the bottom of the ship. This anchor is used on certain
shank remains on the bottom when the anchor is set. combatant-type surface ships in place of a bower
With too short a scope, or even under a steady pull with anchor, which could interfere with the ship's sonar
a long scope, a stockless anchor may still disengage its dome.
flukes as a result of gradually turning over and rolling
out. Under this condition, the anchor can offer no STOCK ANCHORS
resistance to dragging except by its weight.
Old-fashioned, or stock, anchors (view H of
LIGHTWEIGHT ANCHORS figure 4-1) have been abandoned by large merchant and
Navy ships because they are extremely cumbersome
Two types of lightweight anchors are used on Navy and difficult to stow. Because of their superior holding
ships: the Mk 2 LWT and the wedge block LWT anchor. power, stock anchors are still used on some boats, and
These are shown in views D and F of figure 4-1. yachtsmen use them for small craft.
Lightweight anchors are constructed of compar- MUSHROOM ANCHORS
atively light metal, but are very strong in tension. They
gain their holding power by digging deep into the Mushroom anchors are shaped like a mushroom
bottom rather than lying as a deadweight. with a long narrow stem serving as the shank. Because
Both the Mk 2 LWT anchor and the wedge block of their excellent holding ability, they are used for
LWT anchor have high holding power for their weights. permanent moorings and as anchors for channel buoys
The 30° fluke angle on the wedge block LWT anchor is and other navigational aids. The mushroom anchor
most effective in sand bottoms; and the 50° fluke angle, (view I of figure 4-1) is used to anchor buoys and
in mud bottoms. For example, both 10,000-pound LWT torpedo testing barges. The rounded part, or crown,
anchors are designed to have a holding power in a sand strikes the bottom first, and the upper surface of the
bottom slightly higher than the 22,500-pound standard mushroom is cupped to provide a biting surface. As the
Navy stockless anchor. They are used as bower and anchor shifts back and forth under strain, it digs itself
stern anchors and may also be used as stream or kedge deeper into the bottom, thereby increasing its holding
anchors. Anchors less then 150 pounds are normally power. Consequently, it takes a firm hold and remains
used as small boat anchors. fixed under the most adverse conditions. Because the
mushroom anchor has no projecting stock or flukes to
The main characteristic of the LWT anchor is the foul, the moored object can swing freely around a
placement of large flukes at such an angle that they mushroom anchor. However, since a mushroom anchor
drive deep into the bottom to ensure good holding will break out if the direction of pull is reversed, it is
power. The crown is designed to lift the rear of the normally used only in groups of three or more,
flukes and force their points downward into the bottom. surrounding the central mooring point. Certain older
Good stability is also obtained by placing the flukes class submarines use this type of anchor.
close to the shank.
These anchors are extremely useful in any situation CHAIN AND APPENDAGES
where lightweight but good holding power is essential.
They have even been cast up to 3,000 pounds for use as Present day Navy anchor chain of the flash butt
stern anchors on LSTs. For Navy use, LWT anchors are welded type is the Navy standard for new ship
made in approximate weights from 8 pounds to 13,000 constructions and replaces die-lock chain as required

Figure 4-2.–Detachable link.

for back fit. All links are studded; that is, a piece of steel inside of the new end link of the altered shot.
is placed in the center of the links. Studs prevent the Chapter 581, Naval Ships' Technical Manual, defines in
chain from kinking and the links from pounding on considerable detail chain make-up, fittings, replace-
adjacent links. The Naval Ships' Technical Manual lists ment, maintenance and rejection criteria.
standard sizes from 3/4 inch to 4 3/4 inches, and details
the method of fabrication. The size of the link is Detachable Links
designated by its nominal diameter, which is called wire
diameter. Wire diameter is measured at the end of the Shots of anchor chain are joined by a detachable
link a little above the center line. The length of a link, shown in figure 4-2. The Navy-type detachable
standard link is 6 times its wire diameter, and its width link consists of a C-shaped link with two coupling
is 3.6 times its wire diameter. plates that form one side and stud of the link A taper pin
An anchor chain is made up of many parts besides holds the parts together and is locked in place at the
common links and requires a variety of equipment and large end by a lead plug. Detachable link parts are not
fittings to use and maintain the chain. The following interchangeable, so matching numbers are stamped on
descriptions will acquaint you with the details of anchor the C-link and on each coupling plate to ensure its
chain and some of the equipment associated with using identification and proper assembly. You will save time
and maintaining the chain. and trouble trying to match these parts if you
disassemble only one link at a time and clean, slush, and
reassemble it before disassembling another. The present
Standard Shot day slush, a preservative and lubricant, is a mixture of
40 percent white lead and 60 percent tallow by volume.
The lengths of chain that are connected to make up Other slush mixtures are being investigated to replace
the ship's anchor chain are called shots and are made up the white lead. When you re-assemble a detachable link,
with an odd number of links. A standard shot is 15 make sure the taper pin is seated securely. This is done
fathoms (90 feet) long. At the time of its manufacture, by driving it in with a punch and a hammer before
each shot of the chain usually bears a serial number inserting the lead plug over the large end of the pin.
stamped, cut, or cast on the inner side of the end links Detachable link toolbox sets contain tools, including
of each shot. If an end link is lost or removed from a spare taper pins and lead plugs, for assembling and
shot, this identification should be cut or stamped on the disassembling links and detachable end links.

Outboard Swivel Shots

Standard and alternate outboard swivel shots also

called “bending shots,” consist of common links and
fittings as shown in figure 5-4. They are fitted to attach
the 15 fathom shots of anchor chain to the anchor. They
also make it possible to stop off the anchor outboard of
the swivel and break the chain at the detachable link
inboard of the swivel. This allows the anchor chain to
be used as part of the towing gear. Outboard swivel
shots vary in length, but they usually do not exceed 5
fathoms. The taper pins in the detachable links in the
outboard swivel shot are additionally secured with a
U-shaped, stainless steel wire-locking clip (sometimes
called a hairpin). This hairpin, inserted in holes drilled
Figure 4-3.–Chain swivel. through the coupling plates, engages a keyway or
groove on the taper pin and is mandatory. (See fig-
ures 4-2 and 4-4.)
Chain Swivels
Riding, Housing, and Towing Chain Stoppers
Chain swivels (fig. 4-3) are furnished as part of the
outboard swivel shot. They reduce kinking or twisting
of the anchor chain. Riding and housing chain stoppers consist of a
turnbuckle inserted in a couple of links of chain. A
pelican hook is attached to one end of the chain; a
Bending Shackles shackle is attached at the other end. The housing stopper
is nearest the hawsepipe and must be installed outboard
of the swivel; the riding stopper is farther inboard.
Bending shackles (fig. 4-4) are used to attach the These stoppers are secured by the shackles to
anchor to the chain. permanent pad eyes on the ship's deck Chain stoppers

Figure 4-4.–Outboard swivel shot arrangement.

are used to hold the anchor taut in the hawsepipes, to
ride to an anchor, or to hold the anchor when the anchor
chain is disconnected for any reason.
When in use, a stopper is attached to the anchor
chain by passing the tongue over a link of the chain and
securing it by engaging the bail of the Pelican hook and
passing a toggle pin. When riding to anchor with more
than one stopper on the chain, the strain must be
equalized in the stoppers by adjusting the settings of the
turnbuckles. Large chain stopper wrenches are used for
this purpose. Special housing chain stoppers, such as
devil's claw or pawl-type stoppers, normally are used
with horizontal windlasses and where space limitations Figure 4-6.–Mooring shackles.
do not permit use of Navy standard stoppers. Although
stoppers alone are more than adequate for holding the
anchor, they should be backed up with the wildcat Mooring Swivels
brake. Upon anchoring, first the wildcat brake band
should be set up tight, then the stoppers should be Forged steel swivels, with two links attached at
passed. The wildcat should be left disconnected from each end, are used to moor with anchors. They are
the windlass. A Navy standard chain stopper is shown inserted in the chain outboard of the hawse and serve to
in figure 4-5. keep the chain from twisting as the ship swings.
Mooring swivels are attached in the chain with the eye
Towing chain stoppers are similar to riding chain
end outboard, or down, to prevent them from hooking
stoppers and housing chain stoppers except towing
on the outer lip of the hawse when they are heaved back
chain stoppers have locking plates added. These locking
plates prevent the towing chain stoppers from aboard. However, ships today have large rounded lips
unscrewing when they are subjected to the shock and on the hawsepipes, making it unlikely that a reversed
vibration loading of the towing hawser. Chapter 581 of swivel will catch. A mooring swivel is shown in fig-
the Naval Ships' Technical Manual has detailed infor- ure 4-7.
mation on towing chain stoppers.
Chain Cable Jacks
Mooring Shackles
A cable jack (fig. 4-8), consisting of a lever
Forged steel mooring shackles (fig. 4-6) are used to mounted on an axle and two wheels, is used to handle
attach the anchor chain to mooring buoys. All mooring anchor chain of 2 3/4 inches, or larger, in size. It is used
shackles, regardless of size, have a standard opening of to pick the chain up to pass a chain stopper. A pinch-
7 inches. Mooring shackles are not to be used for any point crowbar type of anchor bar is issued for smaller
other purpose. sizes of chain.

Figure 4-5.–Navy standard chain stopper.

chain. A dip rope is used when mooring or clearing a

Chafing Chain or Pendant

A short length of chain and/or a wire rope pendant

is inserted between the anchor and the anchor buoy line.
This prevents the anchor buoy line from chafing on the
Figure 4-7.–Mooring swivel. anchor and parting.

Anchor Chain Markings

Clear Hawse Pendants
The detachable links of anchor chains are painted
A clear hawse pendant is a wire rope pendant, 5 to red, white, or blue as follows: red for 15 fathoms, white
15 fathoms long, with a thimble at one end and a pelican for 30 fathoms, blue for 45 fathoms, red for 60 fathoms,
hook attached to a length of open-link chain fitted in a white for 75 fathoms, and so on.
thimble at the other end. This pendant is used to clear a At the 15-fathom mark, one link on each side of the
hawse fouled by the anchor chain. See figure 4-9. detachable link is painted white, and one turn of wire is
wrapped securely around each stud. At the 30-fathom
Dip Ropes mark, two links on each side of the detachable link are
painted white, and two turns of wire are wrapped
A dip rope is a fiber or synthetic rope pendant, 14 around each of the last white studs. At 45 fathoms, three
to 36 fathoms long, fitted at one end with a thimble and links on each side of the detachable link are painted
a dip shackle large enough to engage a link of the anchor white, and three turns of wire are wrapped around each

Figure 4-8.–Cable jack.

Figure 4-9.–Clear hawse pendant.

Figure 4-10.–Vertical shaft anchor windlass.

of the last white studs. At 60 fathoms, four links on each overhauled by the ship's force whenever necessary, and
side of the detachable link are painted white, and four precautions are taken to see that the various shots are
turns of wire are wrapped around each of the last white properly marked and in good order. Two competent
studs; and so on for each shot. petty officers are detailed to examine the chain as the
Each link of the entire next-to-last shot is painted chain comes in, when getting underway, from an
yellow. The last shot is entirely red. These last two shots anchorage. Each link is examined for cracks and other
give warning and danger signals of the approach of the defects.
bitter end of the anchor chain.
Once each quarter, and more often if subjected to
CARE OF GROUND TACKLE normal use, all anchor chains in sizes up to and
including 1 1/2 inches are laid on deck and their entire
Anchors, chains, and appendages must be kept in lengths examined. The deck pad eyes and chain
good condition by the ship's force. The chain is stoppers are inspected for cracks, deformation, and

excessive wear at this time. If necessary, they are scaled Landing ships capable of beaching have a separate
and cleaned of rust and other foreign matters, checked anchor winch to handle the stern anchor used for
for excessive wear or corrosion and, where conditions retracting from the beach.
warrant, replaced with new ones. Two general types of windlasses are installed on
Disassembly of detachable links in the outboard naval ships. They are the vertical shaft and the
swivel shot with hairpins requires removal, and horizontal shaft types. See figures 4-10 and 4-11. These
probable destruction, of the lockwire. The availability two types are subdivided into classes, depending on the
of replacement wire of the same type should be power source. These classes are electrohydraulic drive
established before removal for inspection of the and electric drive. The essential parts of a typical
detachable link. Replacement hairpins can be fabricated windlass, regardless of its type and class, are the drive
on board ship from corrosion-resistant steel. motor, wildcat, locking head, hand brake, capstan or
Anchor chain and appendages are carefully gypsy head, and control.
examined for cracks, excessive wear, distortion, or Horizontal shaft windlasses are usually made as a
other defects. Parts that require coating are painted with self-contained unit with the windlass and drive motor
anchor chain gloss black paint. Shackles, bolts, locking mounted on the same bedplate. Vertical shaft
pins, and swivels are examined carefully and put in windlasses have their power source located below deck
order. The turnbuckles in chain stoppers require with only the wildcats and capstans mounted above
frequent attention to keep them clean, free from rust, deck.
and well lubricated with a graphite grease.
The windlass wildcat is a special type of drum or
Chain of sizes by more than 1 1/2-inch wire sprocket constructed to handle the anchor chain links.
diameter is overhauled, wire brushed, and placed in a The outer surface has flats (or pockets) which engage
good state of preservation as often as required. At least chain links. At each end of the pockets, lugs (known as
once every 18 months all anchor chain, regardless of whelps) are provided, which contact the end of the flat
size, (including all fittings) is examined, overhauled, link. A central groove in the outer surface
and placed in a good state of preservation (5 years for accommodates the vertical links which are not in
carriers). To distribute the wear uniformly throughout contact with the wildcat at any point.
the length of the chain, the shots are shifted to a new
position as necessary during this inspection. If, during Windlass wildcats have a locking head for
overhaul of the chain, significant defects are disengaging the wildcat from its power source. The
discovered, they are brought to the attention of the locking head permits free rotation of the wildcat when
Naval Sea Systems Command. If it is not practical to you are “paying out” the chain. Locking heads usually
make immediate replacement, the defective shots are consist of two sliding block keys that may be shifted to
shifted to the bitter end of the chain. Chapter C6, key together a drive spider and the wildcat. The drive
Volume 2 of OPNAVINST 5100.19 (series) (NAVOSH spider is keyed to the windlass's shaft, while the wildcat
Program Manual for Forces Afloat) contains safety
precautions on ground tackle.


Windlasses are installed on board ships primarily

for handling and securing the anchor and chain used for
anchoring the ship and for handling anchor chain used
for towing the ship. Most windlasses have capstans or
gypsy heads for handling line in mooring and warping
Windlasses can be located on the stern of the ship
for stern anchoring, but are usually located in the bow
of the ship for handling bower anchors. Windlasses also
handle bottom-mounted braided fluke anchors (keel
anchors) used on submarines (stern) and some surface
ships (bow). Figure 4-11.–Horizontal shaft anchor windlass.

is carried on bearings and is free to rotate, except when The Seaman tending the anchor buoy tosses it over
the locking head keys are engaged or when the wildcat’s the side and the jack is two-blocked (hoisted all the way
brake is set. up). On the signal bridge, the anchor ball is hoisted.
Each wildcat has an externally contracting flat hand The anchor buoy indicates the actual position of the
brake operated by a handwheel. This brake may be used anchor to which it is attached by floating above it. The
to hold the anchor and chain and to control the speed of buoys are painted a distinctive color; green for the
descent when the anchor and chain are payed out. starboard anchor, red for the port anchor, and white for
the stern anchor.
Capstan and gypsy heads fitted on windlasses are
keyed to the drive shaft and rotate when the windlass If an anchor buoy floats on the surface, it is said to
power source is turning. When using the heads, apply be “watching.” An anchor buoy may fail to watch be-
cause its line is too short or the line is fouled in the
the wildcat hand brake, then disengage the wildcat lock-
chain. Before anchoring, the line attaching the buoy to
ing head. The heads will now operate independently of the anchor should be adjusted to a length that is a couple
the wildcats. When the wildcats are used, however, the of fathoms greater than the depth of the water at anchor-
capstan heads will always rotate. age. This extra length allows for slight fouling, tide
variations, or the sinking of the anchor in mud, which
Letting Go might cause the actual depth to be greater than that
shown on the navigational chart being used. The anchor
When anchoring and weighing anchor, the ship's buoy and line must be laid up along, and outboard of,
first lieutenant is in charge on the forecastle. Aboard the lifelines. It should be put overboard, well clear of the
most ships, the first lieutenant's assistant is the ship's ship the instant the anchor is let go.
Boatswain or Chief Boatswain's Mate. On ships with power assist hand brakes, the power
The Boatswain’s Mate in charge of the anchor assist mechanism must be adjusted so when the brake is
detail musters the detail and makes sure all necessary applied, the chain will not jump off the wildcat when it
gear is ready and available for use. comes to a stop.
The exact procedure may vary for making the An anchor buoy is a valuable time-saver in locating
anchor ready for letting go, but the following tasks must an anchor lost in weighing or one that is slipped in an
be performed. The windlass is tested, the anchor in the emergency. Slipping an anchor happens when un-
expected circumstances do not permit time to weigh
hawse is freed, the anchor is walked out if anchoring is
in deep water or if the bottom is rocky; the brake is set;
and the wildcat is disengaged. All but one stopper is As soon as the anchor hits bottom the brake is set so
taken off and the anchor buoy line is shackled to the the chain will not pile on it. As the ship gains sternway,
chafing chain or pendant. the brake is released to lay the chain out evenly on the
bottom and to control any running movement of the
The chain locker is checked for loose gear that may chain.
become wedged in the chain pipes or come flying out,
endangering personnel on deck. An order then is given As each chain marking passes the wildcat, the
report “(Number) FATHOM ON DECK’ is made to the
to stand clear of the chain. For obvious reasons, it is
conning officer on the bridge. The direction the chain is
urgent that all hands obey this order!
tending is indicated by pointing the arm and/or
At the command “STAND BY” the brake is reporting “CHAIN TENDING (number) O'CLOCK.”
released and two Seamen-one with a sledgehammer or If the chain tends around the stem, the situation is
maul-take stations at the stopper outboard side of the reported to the bridge. The chain must be allowed to run
chain. When the command “LET GO” is given, one freely or the sharp bend around the stem may damage a
Seaman pulls the pin from the stopper tongue. link. Detachable links are particularly susceptible to
The Seaman with the maul knocks the bail off the damage in this regard.
tongue of the pelican hook and steps clear. As soon as If the anchor chain starts to get near the sonar dome,
the Seaman is clear, the brake is fully released. If for this situation is reported to the bridge, because anchor
some reason the stopper does not fall clear, the chain chain rubbing against the sonar dome can cause serious
can still be controlled by the brake. damage to it.

When the desired scope of chain is out, the conning Stowing Chain
officer gives the order “PASS THE STOPPERS.” The
brake is set and the stoppers are applied and evened up, As the chain comes aboard, it passes along the deck,
the brake is taken off, and the chain is slacked between on metal flash plates, around the wildcat, and down into
the windlass and stopper. The brake is set, and the the chain locker. The chain goes into a locker as shown
wildcat is left disengaged. Before securing, all gear is in figure 4-12. The bitter end is secured to a pad eye
picked up and stowed. (ring) on the bulkhead of the chain locker.
All chain lockers on Navy ships are of the self-
Weighing Anchor stowing type. However, when working small chain, at
When you are weighing anchor, the same gear must least two Seaman will be assigned to guard against any
be available on the forecastle as for anchoring. In possible pileup in the chain locker. The chain can be
addition, there is a grapnel (a small four-armed anchor) kept from piling up by pushing any accumulation over
used to retrieve the anchor buoy. A hose is rigged to wash with a length of 2 by 4 lumber.
mud from the anchor and the chain. The windlass is
energized and tested, and then the wildcat is engaged.
The brake is then released and the wildcat is tested. The Securing
brake is set, and all stoppers but one are cast off. When
ready, the report “READY TO HEAVE IN” is made to
A stockless type anchor is housed in the hawsepipe
the bridge.
as shown in figure 4-12, and it is secured by passing the
On the command “HEAVE AROUND,” the brake
is taken off and the chain is heaved in enough to take the stoppers. The anchor must be drawn taut in the hawse-
strain off the stopper. The stopper is then cast off and pipe by the outboard stopper to prevent the flukes from
banging the sides. Stoppers are attached to the chain by
heaving is resumed. Reports are made to the bridge
straddling a link with the tongue and strong back of the
periodically on the direction the chain is tending, the
pelican hook. The bail is then closed on the pelican
amount of chain remaining out, and the degree of strain
hook. The toggle that keeps the pelican hook closed
on the chain. If the command were “HEAVE AROUND
must then be inserted in the tongue of the pelican hook
TO SHORT STAY” the chain would be heaved in just
and the lanyard secured around the bail to prevent the
short of breaking out the anchor (pulling the anchor
toggle pin from coming out. The turn buckles must be
loose from the bottom). When the chain is at short stay,
adjusted so each stopper will take an equal strain.
it is reported to the bridge. On the command “HEAVE
AROUND AND UP,” start heaving. When the flukes
have broken out, and the crown still rests on the bottom,
the report “ANCHOR IS UP AND DOWN” is made.
When the anchor is free of the bottom, it is said to be
“AWEIGH” and is so reported. At this time the jack and
anchor ball are hauled down and the ship is legally
underway. When the anchor comes into view and its
condition can be noted, the report “ANCHOR IN
SIGHT, CLEAR (or FOUL) ANCHOR” is made. The
anchor is reported as housed when the shank is in the
hawsepipe and the flukes are against the ship's side. The
anchor buoy is recovered as soon as possible, and a
report is made to the bridge when the anchor buoy is on
board. The anchor again is made ready for letting go and
kept that way until the anchor detail is told to secure it
after the ship is outside the harbor or channel.
To secure the anchor for sea, set the brake, then pass
the stoppers and even them. Take the brake off, then
slacken the chain between the wildcat and the stopper.
The brake is set and the wildcat is disengaged. To
prevent water from entering the chain locker, secure
buckler plates over the chain pipes for those ships with
open decks. Figure 4-12.–Stowage of chain.

CAPSTANS In heaving, the right arm should be held straight,
and the line in the left hand allowed to run out freely.
Capstans are mounted on deck to ease the handling Frequently the problem in not getting a long heave is
of large, heavy mooring lines and wires. These capstans that the coil in the left hand is not arranged clearly for
may be separate machinery units or part of the anchor running. Prewetting the line is done to improve distance
windlass. The capstan's spool-shaped drum keeps the and handling. To become proficient in heaving, you
lines from slipping, especially when wet. must practice frequently. Every Seaman should practice
making casts. A poor cast is always a reflection on the
Most capstans are electrically driven. Depending ability of the Seaman.
on the class of ship and its size, capstans may be located
any place on the deck, but they are usually found on the
forecastle and fantail. BOAT DAVITS
A heaving line is a light line used to get a hawser LEARNING OBJECTIVE: List and explain the
ashore when mooring a ship to the dock or in passing a different types of boat davits and the safety
heavy line for any purpose. One end of the heaving line devices.
is fitted with a monkey fist to assist in getting distance
when heaving. After making the heave, the other end of A boat davit is a device that is designed specifically
the heaving line is bent to the hawser with a bowline. for handling a ship's boat or boats. The boat davit is
The heaving line is coiled carefully with about designed to handle the ship's boats from the stowed
two-thirds of the coil held in the right (casting) hand and position, through the lowering and hoisting evolutions,
the rest in the left hand. and returning the boat to stowage.

Figure 4-13.–Trackway gravity davit.

The typical boat davit system is made up of five allow the coxswain to start the boat's engines. The
major subsystem. These subsystems are the electrical power to hoist the boat from the water is provided by
system, the winch system, the boat davit arms and the winch. Handcranks can be attached to the winch for
sheaves system, the boat falls system, and the stowage hoisting the boat by hand if a loss of electrical power
system. The primary function of the davit arm, (or arms, should make it necessary. Gravity boat davits are either
as applicable) is to swing out the boat from the inboard of the overhead suspended, trackway, pivoted, or
position to a point outboard of the ship's side from which pivoted link type, and may be of the single or double
the boat may be lowered. The reverse of this process arm configurations. Figure 4-13 depicts the typical
occurs when the boat is hoisted. Hoisting operations are operation of a trackway gravity boat davit.
controlled by the winch and boat falls from which a The mechanical boat davit requires the application
hoisting hook (or hooks) is (are) suspended. The number of an external force to move the boat and davit arms from
of hoisting hooks is dependant on whether the boat davit the inboard to the outboard position in preparation for
is the single arm or double arm configuration. The falls lowering the boat to the water. Movement of the boat
lead from the boat davit winch (the source of power), outboard with mechanical boat davits is not under
through the boat davit arms and sheaves to the hoisting control of the boat falls. Mechanical boat davits of the
hooks. A drum type winch is used with all boat davits pivot sheath screw (occasionally called crescent) and
having a wire rope fall or falls. A gypsy type winch is radial designs are no longer being built for Navy ships.
used with some boat davits when the falls are synthetic However, these older design mechanical boat davits are
fiber rope. Boat davits are either of gravity or still used on some Navy and merchant vessels. The
mechanical type. newest type of a mechanical boat davit being used by
A gravity boat davit requires only the force of the Navy is the slewing arm boat davit. This boat davit
gravity to move a boat suspended from the hooks at the is often called the SLAD and it handles the rescue boat
inboard position to the outboard position and down to called a rigid inflatable boat (RIB).
the water. The lowering evolution from the inboard The double-link davit generally handles two boats.
position to the water is controlled at the winch through The double-link configuration can handle both the
the boat falls. The winch's manual brake controls the larger and heavier types of boats (officer/personnel,
boat's descent speed and prevents the davit arms from utility cargo) as well as the lighter weight rescue boat.
slamming into the outboard stops. The manual brake is A double-link pivoted gravity davit is shown in fig-
also used to stop the boat before it reaches the water to ure 4-14.

Figure 4-14.–Double-link pivoted gravity davit.

Figure 4-15.

The single arm boat davit handles only one boat, the force of gravity and it is hoisted by the winch
normally the lightweight rescue boat. It uses a special Overhead suspended boat davits are used mainly on
boat bail or sling to enable lifting at a single point. aircraft carriers and amphibious helicopter landing
Hence, the relatively dangerous and time-consuming ships.
process of threading two hooks through bow and stem
hoisting rings is eliminated. A typical single arm track- Pivoted Boat Davits
way boat davit arrangement is shown in figure 4-15.
Pivot boat davits can be either the single-arm con-
BOAT DAVIT TYPES AND figuration or the double-arm configuration. The arm(s)
CONFIGURATIONS pivot(s) around a single axis to move inboard or out-
board. Pivot single-arm boat davits handle one boat.
There are seven design types of boat davits Pivot double-arm boat davits may handle one or more
currently in use for handling boats aboard Naval ships. boats, depending on the application. Depending on the
Each of these design types comes in several different configuration, one boat may be stowed gripped in
configurations. Table 4-1 shows a list of the design against the arms, or two boats may be stowed one over
types and configurations. the other between the arms. Depending on the model,
the boat davit arms are connected by either a strongback
Overhead Suspended Boat Davits
or a span wire. The single-arm configuration and the
Overhead suspended boat davits consists of two double-arm configuration are gravity boat davits.
sets of sheaves mounted beneath a sponson or other
overhang. The boat falls are reeved through the sheaves Pivoted Link Boat Davits
and connected to a double drum boat winch for power
hoisting. The boat is stowed suspended from hooks The pivoted link boat davits are double-arm boat
directly over the water. The boat is lowered using only davits designed to lower, to hoist, and to store one or
more boats. Two davit frames, one forward and one aft,
are mounted to the ship's deck. Each frame supports a
Table 4-1.–Boat davit and configurations
davit arm. The arms are connected to the frames by
pivoting links. The arms then pivot around the multiple
DAVIT axes of the links to move the boat(s) inboard and out-
DESIGN TYPE CONFIGURATION board (fig 4-14). Depending on the configuration, one
boat may be stowed gripped in against the arms, or two
OVERHEAD Double arm, fixed boats may be stowed one over the other between the
SUSPENDED arms. Depending on the model, the boat davit arms are
connected together by either a strongback or a span
PIVOTED Single arm wire. Pivoted link boat davits are gravity boat davits.
Double arm, span wire
Double arm, strongback Slewing Boat Davits

PIVOTED LINK Double arm, span wire Slewing boat davits have a single arm mounted on
Double arm, strongback a pedestal, which in turn is mounted to the ship. The arm
slew rotates about the vertical axis of the pedestal to
PIVOTED SHEATH Double arm, span wire move the boat inboard and outboard. This boat davit
SCREW design, commonly called a slewing arm davit (SLAD),
is used to handle rigid inflatable boats (RIB). The boat
RADIAL Double arm or boats are stowed on the deck of the ship next to the
pedestal. The slewing boat davit is electrically powered
SLEWING Single arm, standard and it is also a mechanical boat davit.
Single arm, non-magnetic
Single arm, overhead Trackway Boat Davits
TRACKWAY Single arm
A trackway boat davit can be either of single arm or
Double arm, span wire
double arm configuration. The trackway boat davits
Double arm, strongback
may handle one or more boats depending on its

application. Each arm is mounted on rollers which run could result in over stressing or failure of davit
on an inclined trackway that is mounted on the deck. components.
The incline on the trackway(s) is sufficient for gravity Slewing Position Stripes
to cause the boat and arm(s) to move down the track-
way(s) from the inboard position to the outboard Slewing position stripes are used for a slewing boat
position so the boat may be lowered into the water. davit (SLAD) as a visual aid to indicate when to de-
Depending on the model, the boat davit arms are energize the electric motor during slewing. There are
connected by either a strongback or a span wire three stripes, usually red in color and 2 inches wide. One
stripe is painted on the arm and two stripes are painted
(fig. 4-13 and 4-15). Trackway boat davits are gravity
on the pedestal. One of the two pedestal stripes in-
boat davits.
dicates when the arm is slewed to the STOW position
BOAT DAVIT SAFETY DEVICES and the other indicates when the arm is slewed to the
Boat davit installations have various safety and LOWERING position.
protective devices. These safety devices are visual, Emergency Disconnect Switch
electrical, and mechanical in nature. We will describe The emergency disconnect switch is located at the
some of the safety devices in the following paragraphs. boat davit operation station to allow the operator to
Safe Hoisting Position Stripes interrupt power to the motor. It is used in an emergency
situation to prevent a two-blocked condition if another
Safe hoisting position stripes are usually red in
control component fails to function properly.
color and 2 inches wide, and they are used as a visual
aid for the boat davit operator. They are painted on the Double Break Feature
davit frame and the davit arm(s) at a minimum distance Electrical contacts subjected to momentary jogging
of 8 inches from either the two-blocked position or the service are prone to sticking or welding. This can cause
solidly compressed position of the buffer spring. They uncontrolled operation of the winch. The double break
indicate when the electric motor must be de-energized feature is the arrangement of two independent
during hoisting to avoid a two-blocked condition. A contactors in the supply leads to protect against this
two-blocked condition is where the boat fall(s) are pre- danger. When the motor power supply is interrupted by
vented from movement either by design or obstruction. the master switch the supply leads are opened in two
Continued hoisting against a two-blocked condition places by contactors which are not interlocked. In the

Figure 4-16.–Fall tensioning device.

event that the master switch is moved to OFF and one a winch motor is energized while the winch is being
contactor sticks, the second contactor should interrupt manually cranked, no force is exerted on the crank
the power. handle from the winch side and thus prevents back
drive. This device may be used in place of handcrank
Fall Tensioning Device
electrical interlock switches. For the SLAD, the
The fall tensioning device keeps the hook above the formlock clutch prevents the back drive of slewing and
heads of the boat crew before boat hookup and after hoist handcranks and thus both drives can be power
release. This reduces the danger to the boat and to the driven with the handcranks being engaged.
crew from a swinging hook assembly. When the hook is
cast off during launching, the fall tensioning device
counter-weighted sheave causes the hook to rise clear of
the boat and crew. Figure 4-16 is an example of a fall DECK FITTINGS
tensioning device.
Fluid Brake LEARNING OBJECTIVE: Recognize common
A fluid brake is attached to the output shaft of the deck fittings found aboard ships and explain
electric clutch on the SLAD hoist drive motor. The their purpose.
purpose of this fluid brake is to regulate the speed of a
descending boat thus preventing any damage to the
Deck fittings are the various devices attached to the
equipment or personnel.
hull that assist in handling the ship.
Safety Handcranks
The most common fittings are found around the
Safety handcranks include an overriding mechan- weather decks. A brief description of some common
ism. This mechanism functions in such a manner that, if deck fittings (fig. 4-17) follows.

Figure 4-17.–Various deck fittings.

CLEATS anchored vessel. Some accommodation ladders can be
modified for use on a pier or barge.
A cleat is a device consisting of a double-ended pair
of projecting horns used for belaying a line or wire. Large Navy ships have forward and after
accommodation ladders, two on the starboard side and
BITTS two on the port. If more than one ladder is rigged, the
forward accommodation ladder is the quarterdeck and
Bitts are heavy vertical cylinders, usually arranged reserved for officers and ceremonies. The after ladder is
in pairs, used for making fast lines that have been led used by work details and crew liberty parties. Some
through chocks. The upper end of a bitt is either larger aircraft carriers are fitted with an accommodation
than the lower end or is fitted with a lip to keep lines ladder in their transom (on the stern of the ship).
from slipping off accidentally. As bitts are required to The accommodation ladder, figure 4-18, has an
take very heavy loads, extra frames are worked into upper and lower platform that is connected by the ladder
their foundations to distribute the strain. Usually there and supported by either a chain or wire bridle and bail
is a set of bitts forward and aft of each chock When hanging by a pendant. Another method is the use of a
constructed in pairs, each bitt is sometimes called a metal bail shaped like an elongated upside down letter
barrel. U which holds the ladder by a pendant rigged to the side
of the ship or from a J-Bar davit.
The lower platform of the accommodation ladder
A chock is a heavy fitting with smooth surfaces has additional parts that must be rigged. An H-Frame
through which mooring lines are led. Mooring lines are equipped with fenders is rigged to the outboard side of
run from bitts on deck through chocks to bollards on a the lower platform. This H-Frame is where boats can
pier when the ship is moored. There are three types of come alongside to pick up or discharge passengers. The
chocks: An open chock is a mooring chock that is open inboard side of the lower platform is fitted with ports
at the top. A closed chock is a mooring chock, closed by called shoes, that when rigged hold the ladder in the
an arch of metal across the top. A roller chock is a proper position off the side of the ship. The shoes have
mooring chock that contains a roller for reducing pads attached to their ends to help prevent damage to the
friction. ship or the ladder. The lower platform also has
turnbuckles, and in some cases, pendants to restrict the
PAD EYES fore and aft movement of the ladder.
The upper platform is supported by a brace known
A pad eye is a plate with an eye attached, welded to as a wishbone. A single-sheave block is attached to the
the deck to distribute the strain over a large area and to underside of the forward outboard comer of the upper
which a block can be hooked or shackled. A pad eye is platform. A line is rigged through this block which acts
also used in towing operations. as a sea painter to keep a boat alongside in position with
the accommodation ladder. A toggle between the
BOLLARDS strands of the line prevents the line from running up into
the block and becoming inaccessible to a boat.
A bollard is a strong cylindrical upright on a pier,
over which the eye (or bight) of a ship’s mooring line is There may be some accommodation ladders made
placed. of steel still in service, but for ease of handling, the
Navy has changed to aluminum.

ACCOMODATION LADDERS When an accommodation ladder is secured for sea,

everything is rigged in, disassembled in most cases, and
LEARNING OBJECTIVES: Define accommo- stowed in brackets either on the rail or along a section
dation ladder. Identify the construction and use of the superstructure. All of the smaller portable parts
of the accommodation ladder. are stowed in a gear locker close to where the ladder is
rigged. Care must be taken so that this essential gear is
Ships are fitted with accommodation ladders that not carried off for other purposes.
can be rigged and lowered over the side. These ladders When an accommodation ladder is rigged, the first
provide a convenient means for boarding or leaving an you must do is follow the ship's plans. You should make

Figure 4-18.–Parts of accommodation ladder.

sure all parts are on hand and that the toggle pins and on the side of the ship and holds them in place by a
bolts are seized with short sections of wire and attached two-fold rigged to the superstructure.
to the ladder to prevent them from being lost over the
Depending on the type and class of the ship, rigging
ship's side.
procedures will vary. Again, the ship's rigging plans
The next step is to rig the upper platform. must be used.
Remember to be careful in lining up the brackets when
Now that the ladder is attached to the upper
you are engaging the bolts. Many a hand injury has
occurred from careless or unsupervised rigging platform, the lower platform and the H-Frame must be
operations. rigged. It is easier if the H-Frame is rigged to the lower
platform while it is still on deck. Once the H-Frame and
Once the upper platform is in place, the next step is the lower platform are rigged on deck they must be
to secure the ladder to it. This is an area where the ship's worked over the side to attach to the ladder. This can be
plans and design must be followed. Some ships have the done by using the falls from the J-Bar davit or from
ladder stowed against the rail. To attach this type ladder, some other suitable attachment point.
you use a series of outriggers (arms swung out from the
ship) to lay the ladder on and seat the ladder to the upper The ladder is now taking shape and nearly ready to
and lower platforms. On ships that do not have lower. Rig the bail and bridle to the ladder and attach the
outriggers, the J-Bar davit can be used to support the wire pendant between the bail and the J-Bar davit. On
ladder over the side to attach it to the upper platform. some ships, the pendant is rigged between the bail and
Another method is to use a ladder that engages pad eyes a pad eye alongside the ship.

With this equipage rigged, we are ready to lower the when going to anchorage is not only the proper use of
ladder. Attach the falls to a sling on the lower platform. her ground tackle but the timely manner in which she
Make sure the hook is moused so the sling does not fall has her accommodation ladders and boat boom rigged.
out of the hook. As previously mentioned, some accommodation
If outriggers were used or if pad eyes and two-fold ladders can be modified for use on a pier or barge. To
are holding the ladder, we must lay back on the falls to do this, the lower platform and the H-Frame are left off,
take the weight of the ladder off of them. Swing the and a roller and a safety step are installed at the bottom
outriggers in and or disengage the ladder from the pad of the ladder, as shown in figure 4-19. The safety step
eyes and remove the two-fold. The weight of the ladder assembly eliminates the foot hazard caused by the
is now on the falls attached to the lower platform and ladder roller.
the attachment points of the upper platform.
The accommodation ladder should be lowered BOAT BOOMS
smoothly and it must always be controlled in its
descent. As the ladder lowers into position, the pendant LEARNING OBJECTIVES: Define boat boom.
will extend itself between the attachment point and the Describe the purpose of the boat boom.
bail. Keep an eye on the bridle and bail to make sure that
they are not fouled as the ladder is lowered. The weight
of the ladder will shift to the pendant, the bail, and the Ships that are at anchor, or are moored to a buoy, rig
bridle when the ladder is in its down position. A crew out their boat booms for the purpose of mooring their
boats well clear of the side. This method of securing is
member must now go down the ladder and rig the shoes.
known as “hauling out to the boom.” Forward booms
Shoes on an accommodation ladder are posts that slide
out from the lower platform and act as fenders to keep are called lower booms, after booms are called quarter
the ladder in the proper position off the side of the ship.
The shoes are secured by pins set in from the top of the The boat boom (fig. 4-20) is a spar secured by a
lower platform into pre-drilled holes in the shoes. gooseneck to a pin on the side of the ship, which allows
Turnbuckles are now rigged from the lower platform to free motion fore and aft. The outboard end of the boom
the side of the ship. They prevent the fore and aft hangs from a wire and tackle combination called the
movement of the ladder. topping lift. Nylon or wire rope forward and after guys
control the fore-and-aft motion.
While this is being done, another sailor rigs the boat
line. The boat line is nothing more than a block rigged A strong line called a guess-warp leads from well
under the forward outboard corner of the upper plat- forward on the ship, out through a block in the end of
form. It acts as a sea painter to help boats making the boom, and ends in a metal thimble through which
landing at the ladder. boats can reeve their bow lines. A toggle is seized
between strands of the guess-warp above the thimble to
The rails of the ladder are not set up and secured keep it from running up (out of reach) when a boat lets
into position. go. One or more Jacob's ladders from the boom permit
Remember that in some of these rigging boat crews to come aboard.
procedures, personnel will be working outside of
lifelines and over the side of the ship. It is absolutely
necessary for these personnel to be in life jackets and
safety harnesses with proper safety lines rigged. While
underway, the Commanding Officer must give
permission before anyone can work over the side.
Pneumatic fenders are now lowered over the side of
the ship. They are positioned fore and aft of the
accommodation ladder to protect the ladder and the ship
from boats coming alongside.
When you complete the steps in rigging the
accommodation ladder, you are ready to receive boats
alongside. One of the marks of a smart efficient ship, Figure 4-19.–Accommodation ladder rigged to pier.

Figure 4-20.–Parts of a boat boom.

Rigging the boat boom is a simple matter. Ladder, to get at the thimble to let go. Always have the boat ride
guys, and guess-warp are attached, and the guys are led to a long lead on the painter. The shorter the painter, the
out fore and aft. The after guy usually is marked at the more up and down the strain, and the more the boat's
point where it secures, then it is made fast at this point weight will come on the boom as it dives down on a
first. Next, the boom is started out by a shove with a swell.
boat hook, or anything else suitable, and the forward
guy is heaved around on until the after guy is taut and

You will find it easier to climb the Jacob's ladder LEARNING OBJECTIVE: Describe cargo-
hand over hand from one side, as you would climb a handling equipment, including winches and
rope, instead of facing it as you would a rigid ladder. Be hand signals used in the cargo handling
certain you have a good hold on the lifeline before you evolution.
transfer from the ladder to the boom, and keep hold of
it as you come in to the side. If you fall off, you are as
The Navy is always studying and experimenting to
likely to injure yourself against the boat as you are by
make all phases of cargo handling faster, safer, easier,
falling in the water. Always wear a properly secured life
and more economical. There are many ships designed
jacket when traveling over the boom. You may be a
for specific tasks that have rigs peculiar to those types.
good swimmer, but you cannot swim if you are un- The following discussion on cargo-handling equipment
is brief. For more detailed information, consult
In making fast to the guess-warp by the boat Boatswain's Mate, Volume 1, NAVEDTRA 10101, or
painter, always reeve the painter through the thimble Naval Ships' Technical Manual, chapter 573. Fig-
and secure its end back in the boat, so you will not have ure 4-21 shows you the typical rig for the yard-and-stay


Figure 4-21.–Yard-and-stay rig.

1. Mast 16. Topping lift (single) 32. Bitts

2. Topmast 17. Stopper chain 33. Closed chock

3. Mast table 18. Bull chain 34. Open chock

4. Crosstree 19. Bull line 35. Freeing port

5. Shroud 20. Flounder 36. Scupper

6. Topping lift cleat 21. Outboard guy 37. Cleat

7. Hatchboom 22. Inboard guy 38. Bulwark

7A. Yard boom 23. Midship (schooner, lazy) guy 39. Hatch winch

8. Gooseneck 24. Topping lift block 40. Cargo hatch

9. Linkband 25. Guy pendant 40A. Hatch coaming

10. Turnbuckle 26. Guy tackle 41. Yard winch

11. Cargo whip 27. Preventer 42. Jumbo boom

12. Heel block 28. Snatch block 43. Gooseneck and step of jumbo boom

13. Head block 29. Pad eye 44. Breasting-up tackle

14. Cargo whips 30. Pad eye and ringbolt 45. Boom gate collar

14A. Cargo hook 31. Shackle 46. Slack-wire fairlead

15. Topping lift (multiple)

Figure 4-21.–Yard-and-stay rig-Continued.

method of cargo handling. Two booms are used. One which the rope is wound for raising, lowering, or
boom plumbs the hatch, and it is called the hatch boom. pulling the loads. Gypsy winches have one or two
The other boom is called the yard boom, and it is rigged horizontally mounted gypsy heads around which turns
over the side so that it plumbs the dock or pier. Booms of line can be taken. Combination winches are drum
are spotted in working position by hauling on the guys. winches with shafts extended to take gypsy heads on
The cargo whips coming from the hatch and the yard either side or on both sides. Preceding every winch
winches are run through heel and head blocks and are operation, operators should review all general operating
shackled to the same cargo hook. The outboard guys and safety instructions, among which are the following:
and preventers are balanced in proportion to the load 1. Always inspect the area around the winch, and
and in the working position of the boom. make sure there is a dry, safe place for the winch
Cargo whips are shackled to the cargo hook, and a operator to stand.
load is picked. The load is raised until the angle formed 2. Inspect the rigging, making certain that the
by the whips is about 120 degrees. The outboard guys standing rigging is taut and that the running rigging is
and preventers are equalized by easing off the guy not fouled.
tackles. As outboard guys and preventers are being
equalized, all slack is taken in on the inboard or 3. Inspect the equipment, making sure the clutch
midships guys. It is a good practice, when originally levers are locked in place.
spotting the booms, to swing them slightly wider than Although the engineering department is responsible
desired. When guys and preventers are equalized, the for maintaining winches, the winch operator and the
booms will move inboard into position. petty officer in charge must make certain that the
The winch controls for the yard and stay are usually required maintenance is actually performed.
located so that one person can operate both winches and Coordination is essential for good winch operation.
have an unrestricted view of the hold. When you are After sufficient practice, winch operators should be able
moving a load from the hold to the pier, the yard whip to pick a draft from the hold and deposit it on the pier in
is kept slack as the hatch whip hoists the load from the one smooth, constant motion. However, during the
hold and clear of the hatch coaming. Then, when you early stage of training, the draft should be handled with
heave around on the yard whip and pay out on the hatch three distinct movements: hoisting, moving, and
whip, the load is moved across the deck and over the lowering. In hoisting, one winch supports the entire
side. When the load is plumbed under the yard boom, load and the other maintains slack. When the draft is
the hatch whip is slacked off and the yard whip lowers clear of the rail or coaming, it is carried across the deck
the load to the pier. by both winches. This is called moving. When a draft is
Because topping and lowering booms are in position to be lowered, the other winch supports the
dangerous evolutions, safety is always emphasized. entire load and the first whip is slacked. It is vital that
Personnel are cautioned to stay away from under the the right amount of slack be left in the nonworking whip
booms while handling operations are in progress. The during the hoisting and lowering phases of the load's
deck should be kept as clear as possible of obstructions. cycle. If the whip is kept too tight, the draft will strike
A clean deck provides the safest working condition. against the side of the ship or the coaming of the hatch.
As a Seaman, you should always watch for If the whip is allowed excess slack, loose turns will pile
discrepancies while a load is being moved, and keep up on the drum of the winch, and these must be rewound
every part of the rig under constant observation. No before operations are resumed.
unnecessary personnel should be in the area. Those When cargo is being hoisted or lowered, swinging
involved with the operation must stay alert. should be avoided if possible. A wildly swinging draft
often results in damaged cargo and endangers the lives
CARGO WINCHES of personnel working in the hold, on deck, or on the pier.
Swinging can usually be prevented in the hold or on the
Winches designed for handling cargo consist of a pier by dragging or touching the draft until it is directly
bedplate and side frames upon which are mounted a under the head of the boom before hoisting.
horizontal drum shaft, drum and/or gypsy head(s), Occasionally, a draft will start to swing athwartships
reduction gearing, and usually the motor that drives the while being carried across the deck This swinging must
winch. Figure 4-22 illustrates the components of a be stopped before the load can be landed. It can be done
typical winch. Drum winches are those with drums on easily with a little practice. When moving outboard, wait

until the draft is at the highest point of its arc swinging hand signals are used when you are conducting crane
outboard, then slack the hatch whip quickly so the slings operations afloat. Additional hand signals may be nec-
supporting the draft assume the usual perpendicular essary for specific commands; however, no signal used
position. For safety reasons, you should practice should conflict with, or alter the meaning of, the hand
stopping the swing of a draft with an empty pallet. signals contained in the Naval Ships' Technical Manual.
At least two steadying lines should be attached to
heavy or unwieldy loads. These should be handled by UNDERWAY REPLENISHMENT
personnel in the hold until the load is hoisted above the (UNREP)
coaming, then passed simultaneously to personnel on
deck. LEARNING OBJECTIVES: Define underway
HAND SIGNALS replenishment (UNREP). Explain the various
equipment used during an underway
Hand signals to winch or crane operators by replenishment.
Signalmen provide continuous communications. The
approved hand signals, shown in figure 4-23, are found Underway replenishment (UNREP) is a broad term
in the Naval Ships’ Technical Manual (NSTM). These applied to all methods of transferring fuel, munitions,

Figure 4-22.–A typical winch.

Figure 4-23.–Hand signals used in crane operations, sheet 1.

Figure 4-23.–Hand signals used in crane operations, sheet 2.

supplies, and personnel from one vessel to another The most common refueling rigs are the span-wire
while ships are underway. The term replenishment at and the close-in rigs. Both rigs, and other variations,
sea, formerly used in this sense, applies to all methods will be discussed in more detail later in this chapter. The
except those for fueling at sea. span-wire rig has several variations: single hose, double
hose, and probe. The span wire may be either tensioned
Before the techniques of UNREP were developed,
or untensioned. Tensioning the span wire is
a ship that ran low on fuel, supplies, or ammunition had
accomplished by a ram tensioner. A tensioned span wire
to return to port, or the fleet had to lie to while the ship
was partially replenished by small boats. If several or all or highline, as it is called in RAS, is also used when
the ships were in need, the whole fleet had to return to the standard tensioned replenishment alongside method
port. The disadvantages were obvious. The (STREAM) of transfer is used. STREAM transfer
effectiveness of a fleet was reduced by every ship that consists of an all-tensioned rig, highline, outhaul, and
had to leave, and a ship or small group of ships detached inhaul. The method of fairleading the outhaul is a
from a fleet were in greater danger of being sunk or traveling standard UNREP fixture (traveling SURF).
captured. A fleet lying to in order to replenish was more The SURF is used with two STREAM rigs, the regular
vulnerable to attack, and a fleet heading back to port left traveling SURF and the SURF traveling–actuated
the way open for an enemy fleet to accomplish its remotely (STAR) rig. STREAM with tension highline
mission. With underway replenishment, a whole fleet has an alternate method when the UNREP ship
can be resupplied, rearmed, and refueled in a matter of experiences difficulties with the outhaul winch. This rig
hours while proceeding on its mission. is called a Burton outhaul and is sent to ships having
Burton whip capabilities.
The first significant replenishment operation ever
performed at sea by the U.S. Navy was in 1899, when Other common methods of RAS include manila
the U.S. Navy collier Marcellus, a coal carrier, while highline, Burton housefall, and modified housefall.
towing USS Massuchusetts, transferred coal to it. Since You must be familiar with the various equipments
that time, many methods have been tried and and procedures used during replenishment. Making
abandoned. Those methods described in this section rough sketches of the equipment and labeling the
have been adopted as the most feasible and are currently various parts might help you to remember the various
used in the fleet. rigs.
The equipment and procedures used in The illustrations in this section, and the procedures
replenishment operations are only briefly described in described, are representative only. For example, many
this section. They are discussed in more detail in items of rigging, such as guys and preventers, have been
Boatswain's Mate, Volume 1, NAVEDTRA 10101; and omitted from illustrations for clarity. Consult NWP 14
“Replenishment at Sea,” NWP 14 (series). and the Underway Replenishment Hardware and
Two general methods of UNREP are used: Equipment Manual to determine the details of rigging
connected replenishment (CONREP) and vertical and the personnel and tools required for each rigging
replenishment (VERTREP). They may be used singly situation. Ship's plans show rigging details, while the
or at the same time. In CONREP, two or more ships ship SORM fixes responsibility for the various
steam side by side, and the hoses and lines used to functions to be performed.
transfer the fuel, ammunition, supplies, and personnel The Underway Replenishment Hardware and
connect the ships. VERTREP is carried out by Equipment Manual provides a catalog of the equipment
helicopters. The ships may be in the proximity or miles used in the transfer of solid cargo and bulk fluids, and a
apart, depending on the tactical situation and the description of the methods used in UNREP. The manual
amount of cargo to be transferred. CONREP concerns permits the user to identify the equipment and
two processes: refueling and resupply. In fueling at sea establishes the intended use. It also makes reference to
(FAS), fuel is pumped from a delivering ship that may additional detailed technical information related to the
be a replenishment oiler (AOR), oiler (AO), fast combat configuration, operation, maintenance, safety features,
support ship (AOE), or a large combat ship. Other
installation, and procurement of UNREP equipment.
replenishment ships, such as the combat store ship
(AFS) and the ammunition ship (AE), can deliver lesser Your worth as a Seaman will be judged largely on
amounts of fuel, since their primary purpose is to how you conduct yourself during evolutions, such as
deliver solid cargo (supplies and ammunition) by the fueling at sea. Make sure that every piece of gear
methods now referred to as replenishment at sea (RAS). required is at your station. Do not forget such things as

buckets and drip pans, rags for wiping up spilled oil, to view from the bridge of aircraft carriers. During
buckets of sand to spread on slippery decks, spare stops, replenishment, individual flaghoists are displayed as
etc. shown in figure 4-24.
It is the responsibility of the officer in tactical com- Because of the danger of hitting aircraft on deck,
mand (OTC) to select a suitable course and speed, CVs, LPHs LHAs, and other ships with aircraft on deck
taking into consideration the mission of the group and fire the shot lines to the delivering ships.
the condition of the sea.
Except for the gear actually rigged on the receiving
Generally, the delivering ship takes station, and the ship, such as fairlead blocks and riding lines, and for the
receiving ship maneuvers to come alongside and main- distance line and Burton whips, the delivering ship
tain position during the operation. When replenishing furnishes all the equipment. An exception to this practice
large CVs, however, replenishment ships may complete is when carriers and cruisers are alongside
the final phase of the approach, because of obstructions replenishment ships and personnel are to be transferred.

Figure 4-24.–Replenishment operations signals.

In this case, the combatants must furnish and tend the double jackbox at each end labeled B/B PHONE. Mark-
highline. ers attached to the line indicate the distance between
Each replenishment station has a telephone line to ships, enabling conning officers to know immediately
the corresponding station on the other ship. Necessary when the ship is opening or closing distance. Daylight
commands are transmitted by telephone, and a markers (marker flags) consist of 8-inch by 10-inch
Signalman also gives them by the hand or by light numbered colored cloth, nylon-coated fabric, or painted
signals as shown in figure 4-24. It is a good idea to post canvas squares spaced 20 feet apart. At night, a red
these hand signals at the replenishment stations or, flashlight or red chemical light is fastened at the leading
better yet, to stencil them on the backs of the paddles. edge of each daytime marker with the exception of the
blue lights indicated in figure 4-25. The zero end of the
PHONE/DISTANCE LINE line is secured to the rail of the delivery ship at a right
angle to the ship's centering in view of the conning
The zero end of the distance line (fig. 4-25) is officer. During night replenishment, the line tender
secured at or near the rail of the delivering ship, and the keeps the conning officer informed on the distance.
other end is hand-tended on the receiving ship. Electric megaphones are used during the approach
Embedded in the polypropylene distance line are the until telephones are connected. After the telephones are
conductors for the sound-powered (S/P) telephone line, connected, the megaphones are the main standby
which provides the communication link between the method of communicating.
bridges of the two ships.
A bridge-to-bridge (B/B) combination phone/
distance line and station-to-station line are normally Sound-powered telephones are the principle means
provided by the receiving ship. The line is fitted with a of passing information Although the receiving ship

Figure 4-25.–Bridge-to-bridge phone/distance line markings.

normally provides individual telephone lines between RECEIVING SHIP: “ON THE (name of own ship),
conning stations, either ship may provide station-to- STAND BY FOR SHOT LINES AT (station(s)
station phone lines for use between transfer stations. concerned). ALL HANDS TOPSIDE TAKE COVER.”
Talkers must ensure that telephone leads are ready to
establish communications as soon as jackboxes are Before firing the shot, each station on the delivering
received aboard. To prevent injuries resulting from rapid ship sounds one blast on a whistle. When ready to
surging of ships while they are alongside, talkers on the receive the shot line, each station on the receiving ship
intership lines do not wear telephone neck straps; the replies with two blasts. These two signals must be
telephone lines are hand-tended. sounded each time the shot line is fired. The messenger
Careful attention should be given to the matter of is the main line used in hauling a rig between ships.
jackbox covers. They must be secured tightly by
wrapping the phone boxes in plastic bags when the If the delivering ship has difficulty getting its shot
telephone lines are being passed between ships. lines across, the receiving ship uses its own line-
Experience shows that a replenishment-at-sea operation throwing guns when requested to do so by the
can be slowed by lack of attention to this small, but vital, delivering ship. The shot or bolo lines are used to haul
detail. Hand paddle and light signals at replenishment over the messengers and then passed back at the earliest
stations parallel orders passed over the sound-powered convenience to the ship furnishing them.
telephones. During daylight, replenishment station
Signalmen render hand signals with 12- by 12-inch Replenishment stations are marked according to the
paddles; at night, red, green, and amber flashlights or commodity delivered or received. These station
colored wands are used. markers are shown in figure 4-26.
At each replenishment station both ships indicate
the commodity being handled.


Line-throwing guns or bolos are used to pass shot

line between ships. Normally, this is done by the
delivery ship except for carriers and other ships with
aircraft on deck. The line-throwing gun fires an
illuminated projectile. The bolo, which is preferred for
passing the shot line in daylight, consists of about 10
ounces of lead with rounded corners. It is well padded,
encased in rubber or leather, and attached to the end of
a nylon shot line. A 2-inch toggle is secured to the line
about 5 feet from the weight. To use the bolo, you must
grasp the toggle and whirl the weight about your head
several times to gain momentum before letting go.
Utmost caution should be exercised when a line-
throwing device is used because of the potential for
possible injuries to personnel. A shot line is returned at
the earliest possible time to facilitate preparation of the
line for another relay, if needed.
Line-throwing gunners and bolo heavers must be
well trained, and they must be outfitted in red helmets
and red jerseys or red vests. Before firing or heaving the
lines, the word is passed on both ships over the 1MC
and/or by electric megaphone (bull horn) as follows:
FIRING SHIP: “ON THE (name of receiving ship),
TOPSIDE TAKE COVER.” Figure 4-26.–Station markers.

A complete set of working tools and repair the rigs is in the method of extending the hose to the
equipment must be maintained in a location that can be receiving ship. Of the two, the span wire is preferred.
readily accessed by transfer station personnel. Tools Ships not equipped to transfer by span wire must do
and equipment should be inventoried and checked for so by the close-in method.
proper operation before each replenishment. Each
transfer station should maintain, as a part of station
equipment, a listing of all items (tools, spares, and so SPAN-WIRE METHOD
forth) that may be required to repair the station, together
with the stowage location of such items. In the span-wire method of fueling at sea, the hose
is carried between ships on a span wire that may be
REPLENISHMENT RIGS tensioned or untensioned. The untensioned span wire,
normally is referred to as the conventional span-wire
rig. The tensioned span-wire method is referred to as
STREAM. STREAM rigs are rigged with four saddles
common replenishment at sea and fueling at
and a hose length of approximately 300 feet. The hose
sea rigs.
hangs from trolley blocks that ride along the span wire.
Saddle whips position the hose while fueling, and serve
Replenishment at sea is conducted by using a span
to retrieve the hose after the fueling operation is
wire to support the fuel hose rig between the two ships.
The span-wire rig or close-in method may be used. The
method used is determined by the type of ship The span-wire rig (see fig. 4-27) permits ships to
delivering the fuel and the conditions under which the open out from 140 to 180 feet. Such distance is
delivery must be made. The main difference between reasonably safe and makes it fairly easy to maneuver

Figure 4-27.–Fuel stream, single hose with probe.

and keep station. These factors not only allow com- rig is used to fuel ships larger than destroyers, the
manders a wider latitude in choosing a fueling course outboard bight of hose may also be supported by an
but also facilitate the use of antiaircraft batteries should outer bight line (fig. 4-28) leading from the outboard
the need arise. Additionally, the high suspension on the saddle to a high point on the receiving ship. The outer
hose affords fair protection for it in rough weather. bight line is passed to the receiving ship by means of the
hoseline messenger.
Ordinarily, in the span-wire method, saddle whips
and the retrieving line are of wire; but when the On the receiving ship, the same preparations are
necessary winch drums are not available and winches made as for receiving the span-wire rig except that an
with gypsy heads are available, 3 1/2-inch, double- additional 12- or 14-inch snatch block must be shackled
braided nylon line may be substituted for one or more to a high, convenient, and adequately tested point above
of the whips. A wire rope retrieving whip is mandatory where the hose will come aboard. Such other blocks as
in double-probe rigs. are necessary to fairlead the bight line to a winch must
also be rigged. A small pendant should be reeved
CLOSE-IN METHOD through this set of blocks to quickly haul the outer bight
line through the blocks and to the winch. The outer bight
is used to help haul the hose to the receiving ship and,
As stated before, the close-in method of fueling is once the hose is secured, is tended in the same manner
used when the delivering ship is not equipped with the as are the saddle whips.
span-wire rig or the receiving ship does not have a pad
eye strong enough to hold a span wire. STREAM METHOD
In the close-in rig, the hose is supported by whips
leading from the hose saddles to booms, king posts, or There are several transfer rigs used to replenish
other high projections on the delivering ship. When the provisions and stores. Some are suitable for heavy

Figure 4-28.–Close-in rig.

loads, while others can be used only for light cargo or STREAM equipment in this category includes missile
personnel transfer. Standard rigs, named here only for strongbacks, dollies and adapters.
familiarization purposes, include the Burton, housefall,
and highline. BURTON METHOD
The standard transfer replenishment alongside
Essential elements of the Burton rig are two
method (STREAM) is a high-speed, transfer method
winches and two whips, one each in each ship. The
developed for transferring cargo and missiles between
outer ends of the whips are shackled to a triple-swivel
ships at sea. Passing a STREAM transfer rig is done in
cargo hook, and the load is transferred by one ship
much the same manner as passing other rigs. During
paying out on its whip while the other ship heaves in on
transfer, the missile is suspended from a combination
its whip. A single Burton can transfer loads up to 6,000
strongback and trolley. The fundamental difference
between STREAM and the conventional methods is the
preset and controlled tension in the highline wire that There are various ways of rigging the delivering
allows STREAM to handle loads up to 9,000 pounds. A ship. Normally, the boom to the engaged side is used for
brief description of the major STREAM equipment the actual transfer and, with the boom on the opposite
follows. (or unengaged) side, for hoisting cargo from the hold.
Another Burton method, may be used to transfer cargo
Ram Tensioner when only one set of booms and winches is available at
the active hatch.
The ram-tensioned system employs an air- Burton whips are of 6 x 37, high-grade plow-steel
hydraulic ram unit to maintain constant tension on the wire rope, 3/4 inch in diameter and 800 feet long. One
span wire or highline, thus improving load control. An
is tended on the delivering ship and one on the receiving
electronic control system assists the winch operator in ship. Each ship furnishes its own whip.
maintaining desired tension on the ram-tensioned high-
line. The ram tensioner consists of a large hydraulic SYNTHETIC HIGHLINES
cylinder (the piston acts as the ram), an air compressor,
an accumulator, and air flasks. The highline is reeved Synthetic highlines are used to exchange personnel,
through a movable block on the piston and a fixed block light fleet freight, and mail during scheduled
on the cylinder and then passed to the highline winch. replenishments or as an independent operation.
Air from nearby flasks keeps pressure on a piston in the
accumulator cylinder, from which the pressure is
transmitted to the ram. As tension on the highline or WARNING
span wire is relaxed, pressure in the system causes the
ram (piston) to extend, taking up the slack. The maximum safe load for transfer by
synthetic highline is 600 pounds.
Sliding Block
The sliding block travels vertically on a king post of
the delivery ship. The sliding block lifts the transfer During underway replenishment, an emergency
load above bulwark obstructions before transfer. The situation may arise that requires an emergency
highline is reeved through the sliding block. breakaway. An emergency breakaway is an accelerated
standard breakaway, using an orderly and prearranged
Sliding Pad Eye procedure. The objective is to disengage quickly
without damaging the rigs or endangering personnel.
The sliding pad eye travels vertically on a king post Examples of conditions that warrant ordering an
or bulkhead on the receiving ship. Its function is to pick emergency breakaway are as follows:
up and lower loads to the deck of the receiving ship.
Other devices are available with STREAM that can When either ship experiences an engineering
perform a similar function. casualty that affects its ability to maintain the
replenishment course or speed
Various items of specialized equipment have been
designed for the STREAM system. These are used to When an enemy contact is reported that presents
handle missiles and other large or delicate ordnance. immediate danger

When a carrier must break off for an emergency 1. Notify the following intraship stations of
launch or recovery of aircraft conditions or situations that require execution of an
emergency breakaway:
When ships separate to the point where hoses
appear in danger of parting; when separation distances Bridge (initiate the danger signal by radio or
cause wires to approach the last layer on the winch visual means, if prearranged, or by sounding five short
drums;, or when a casualty or equipment failure may blasts on the ship's whistle)
result in a tightline condition Cargo control center
When a rig parts and there is a possibility that the Fuel control center
screw will become fouled
Fueling stations
When a person is lost overboard and a lifeguard
ship or helicopter is not on station Cargo stations
The order for an emergency breakaway may be 2. Pass the word between ships according to
given by the commanding officer of either the receiving prescribed procedures for the following:
ship or the delivery ship. Once initiated, the delivery Bridge to bridge for all ships alongside
ship will assume control and initiate proper hand signals
with appropriate parallel information on the Station to station
sound-powered phones to the receiving ship. Most Bridge to OTC and other ships in formation
important in the execution of an emergency breakaway (security permitting)
is to allow sufficient time for the ships to disconnect the
rigs in an orderly manner. 3. Stop all transfers.
Sound-powered phones and hand signals should be 4. Retrieve rigs in accordance with prescribed
the primary means of communication for ordering an procedures.
emergency breakaway, because of the minimal amount 5. When all lines have been released by the
of noise generated. However, 1MC, bull horns, and receiving ship, both ships maneuver as appropriate to
voice radio circuits should be used, if necessary, to get clear.
ensure rapid ship-to-ship communications.
The danger signal (at least five short blasts) will be
sounded by the ship initiating the emergency VERTICAL REPLENISHMENT
breakaway to alert all ships in the vicinity. In sounding (VERTREP)
five short blasts on the whistle to alert ships near
emergency breakaway, due regard should be taken of LEARNING OBJECTIVE: Define vertical
(1) the tactical situation, (2) the effect on increased replenishment (VERTREP). Identify the time
noise levels on conning officer-to-helmsman when vertical replenishment is used,
communication, and (3) the disruption to intership and
intraship sound-powered phone communications Since vertical replenishment (VERTREP) is
caused by whistle signals. Radio, or even visual means, discussed extensively in Boatswain's Mate, Volume I,
may be preferred to whistle signals to notify ships in NAVEDTRA 10101, it will be discussed only briefly
company. Authorization and/or coordination for nonuse here.
of whistle signals should be affirmed between ships
involved in the underway replenishment and the officer Vertical replenishment (VERTREP) uses a
in tactical command (OTC) before commencement of helicopter to transport cargo from the deck of an
the underway replenishment. underway replenishment ship to the deck of the
receiving ship. VERTREP augments or, in some cases,
The OTC and other ships in the formation should be replaces connected replenishment. It can be conducted
informed immediately of the emergency via voice radio with the receiving ship alongside during connected
if security permits. Amplifying details must be relayed replenishment, over the horizon in an ASW screen,
as soon as possible thereafter. When a condition firing gunfire support, or at anchor anywhere within
warranting an emergency breakaway is recognized, the range. Range depends upon the helicopter, flying
following actions should be taken: conditions, and the load.

Cargo can be carried internally, but the preferred When the shot line is passed with a line-throwing
method is to sling it externally since this method is gun the procedures set forth in NWP 14 are to be
faster and provides more flexibility. Internal cargo is followed.
restricted to cargo that can be handled by an internal
winch with a capacity of 600 pounds. Depending on the Personnel assigned to each transfer station,
helicopter and flying conditions, up to 7,000 pounds can including line and cargo handlers, should remove rings,
be carried externally. watches, and other jewelry that could inadvertently be
The majority of VERTREP cargo-handling items caught in the rigs, blocks, lines, or cargo.
are identical to, or are adaptations of, ordinary Personnel must be instructed to keep clear of
cargo-handling equipment. For example, the forklift bights, to handle lines from the inboard side, and to keep
and pallet trucks, wooden and metal pallets, and nylon at least 6 feet (1.8 m) from the blocks through which the
cargo nets used for VERTREP are the same as those lines pass. If practical, personnel should be forward of
used in ordinary cargo-handling operations. Other items the span wire or highline.
that may not be so familiar are cargotainers, cargo
wraparounds, special hoisting slings, and various Line-throwing gunners should wear red jerseys
missile containers and dollies. or red vests, and Signalmen should wear green jerseys
The same procedures used during the day are used or green vests. Jerseys should be worn under life jackets
during nighttime VERTREPs, except that increased and vests should be worn over life jackets if personnel
caution and precision are required. The primary are in the water.
difference between a day and night VERTREP is a Personnel should be cautioned to keep clear of a
reduction in the speed of operations, due to decreased suspended load and to stay clear of the rig's attachment
visibility. Ships must be certified and authorized to take
points until the load has been landed on deck. Personnel
part in night VERTREP, and only those with proper
must remain alert and never turn their backs to any load.
lighting will be certified.
Be careful to prevent the shifting of cargo that
might endanger personnel or material.
PRECAUTIONS Span wires, whips, and wire highlines should be
secured to winch drums by one wire rope clip, or
specially designed clamp, to lessen the possibility of
LEARNING OBJECTIVE: Describe the safety damage should an emergency breakaway be necessary.
precautions to be observed during underway
replenishment (UNREP). Deck spaces near transfer stations must be
covered with nonskid to provide secure footing.
Persons assigned to replenishment stations must be Both the delivering and receiving ships must
thoroughly schooled in safety precautions and should station a lifebuoy watch well aft on each engaged side.
be so well trained that they observe them almost The watch must have S/P phone communications with
automatically. Unfortunately, people tend to be careless, the bridge and must be equipped with two smoke floats
particularly when doing familiar tasks. A primary
and a 24-inch (60.9-cm) ring buoy fitted with a float
consideration in every shipboard evolution is the safety
precautions required, depending upon the equipment
used. Additionally, safety precautions must be reviewed All hands must be instructed on the hazards of
immediately before each replenishment and must be emergency breakaway.
observed. Following is a list of general safety
precautions according to NWP 14. Phone talkers on intership phone lines must not
fasten their neck straps.
Only essential personnel should be allowed at a
transfer station during replenishment. Cargo handlers should not step on or in a cargo
net attached to a cargo hook.
Lifelines should not be lowered unless absolutely
necessary. If lowered, temporary lifelines must be Personnel involved in VERTREP must wear
rigged. Temporary lifelines should be a minimum of 2 protective clothing and safety devices as indicated in
inches (50.8 mm) in circumference. NWP 14 and NWP 42.

Easing-out lines, when appropriate, must be Personnel involved in cargo-handling operations
rigged immediately upon rig hookup to prepare for a on both the delivering and receiving ships must wear
possible emergency breakaway. safety shoes.

Personnel in the immediate area of the transfer Additional safety precautions to be observed
during fueling can be found in NWP 14.
station must wear construction-type safety helmets,
equipped with quick-acting breakaway devices. Chin
straps must be fastened and worn under the chin. Safety THE SEAMAN ALOFT
helmets will be color-coded as follows: LEARNING OBJECTIVE: Describe the
WHITE— Officers, CPOs, and supervisors rigging used for going aloft.
WHITE (with green cross)— Safety Officer
As a Seaman in the deck division, you will be
YELLOW— Rig captain involved in painting or doing repairs while working
GREEN— Signalmen and phone talkers either aloft or over the side. To do these tasks safely, you
must be able to correctly rig and use both the
BROWN— Winch operators boatswain's chair and the stage. You must also know the
PURPLE— Repair personnel safety precautions involved in working aloft or over the
RED— Line-throwing gunners (or bolo heavers)
WHITE (with red cross)— Corpsmen BOATSWAIN'S CHAIR

BLUE— Deck riggers and line handlers The boatswain's chair is a hardwood seat attached
ORANGE— Checkers and supply personnel to a double bridle of stout line, as shown in figure 4-29.
It is always bent to the gantline by a double becket. A
GREY— All others length of slack end is left hanging, as shown, for use in
Except forklift truck operators, topside personnel securing to masts or stays aloft.
who are engaged in handling stores or lines or who are For a straight drop, as when painting down a mast,
in the transfer area must wear properly secured, orange- rig the chair for self-lowering. When you are coming
colored, inherently buoyant, vest-type life jackets with down a mast, you will often find that the ladder takes
you only to the crosstree. You must be hoisted from
collars. Forklift truck operators will wear inflatable life
there to the truck by personnel on deck. When there is
jackets fully ready for use: life jacket in front, opened, no way of getting to the truck by ladder, a dummy
with the yoke over the head (except actual inflation). gantline usually is left reeved from the crosstree up
Personnel rigging aloft or working outboard of through the sheave at the truck and back to the crosstree.
The dummy gantline makes it unnecessary for anyone
bulwarks or safety chains must wear a properly secured,
to climb the topmast to reeve a chair gantline through.
orange-colored, inherently buoyant, vest-type life jacket You must never let the end get away from you and reeve
with a buttonhole in the back cover to permit concurrent out.
use of the safety harness and safety and working line.
(See Naval Ships' Technical Manual, chapter 077, for
details for use with a safety harness.)
Personnel at a transfer station must wear a one-
cell flashlight (or green chemical light), whistle, and sea
marker (fluorescent) on the outside of their life jacket
during night replenishment. Flashlights need not be
lighted except at the discretion of the commanding
officer. Chemical lights must be lighted, and are not to
be discarded over the side during hours of darkness,
during the replenishment, or until completely
extinguished. Figure 4-29.— The boatswain’s chair.

A recommended method of securing gantlines is above your right hand with your left, and work the rest
diagrammed in figure 4-30. The end of the chair gant- of the slack down.
line is secured to the end of the dummy gantline by You are now in no danger of falling, and all you
butting the two ends together and seizing with turns of have to do to lower the boatswain's chair is pull up slack
rope yarn back and forth between strands, so everything and pass it around. Before you go aloft for the first time,
will pass through the sheave without fouling. The chair though, you should practice hanging off deck a few
gantline is hauled up and through by the dummy gant- times.
line, the chair is heaved from the deck to the crosstree,
and the hauling part is passed down to the party on deck. RIDING DOWN STANDING RIGGING
Never attempt to hoist the chair aloft with the
dummy gantline. All tools and equipment are attached Standing rigging usually leads too far out from the
to the chair so hands are free and to ensure the safety of mast for you to lower yourself when slushing down.
anyone below from falling objects. When you are ready Someone must lower you from on deck.
to go up, and the deck crew is ready to heave around,
In riding down standing rigging, bend the tail of
get in the chair and give a signal for them to pull you up.
your gantline (fig. 4-31) to a shackle placed around the
Help them by hauling down on the hauling part. Keep wire. Never place the shackle pin on the wire. It may
your hands clear of the part the chair is on or they may unscrew as it travels along, and if it opens and lets go,
get jammed into the sheave when you are two-blocked you will swing back against the mast hard enough to
to the truck. When the desired working height has been injure yourself. Always put the bow of the shackle
reached, signal the crew below and sing out “AVAST
around the wire.
HEAVING”. The deck crew will stop pulling and hold
the chair in place. Reach above the double becket bend Personnel must adhere to the following safety pre-
and firmly squeeze the two parts of the gantline cautions when working aloft:
together. When you have a good grasp, command the
Obtain permission from the officer of the deck
deck crew “UP BEHIND.” This tells them to let go of
before going aloft.
the gantline. Warning: At this point, your grasp keeps
the chair from falling. With your right hand, pull the Make sure radio and radar units are OFF and that
gantline through the bridle and squeeze them together antennas are guarded. A “man aloft chit” is processed to
just above the double becket bend. Now the strain is on ensure that key personnel are aware of any work being
the bridle as in the first view of figure 4-31. done aloft. The chit is signed by the ship’s electrical
With your free left hand, pull up some slack from maintenance officer (EMO), communications officer
below so you have enough to pass over your head, clear (COMMO), and command duty officer (CDO).
around the chair, and under your feet, as in the second Tools and equipment will be tied to the
view of figure 4-31. The maneuver is a bit tricky, boatswain's chair to prevent objects from falling on
especially if you have a bucket or two hanging on the personnel below.
chair, but you will not have any trouble if you have
enough slack pulled up. Keep hold of the gantline with Wear a safety harness and secure it to a fixed
your right hand until you have worked the hitch up to object above you once you are aloft.
the apex of the bridle as shown in the third view of
figure 4-31. Then hold the two parts of the gantline WORKING OVER THE SIDE


procedures for working over the side and
taking soundings.

Personnel preparing to work over the side should

notify the officer of the deck (OOD). Upon securing,
personnel should again notify the OOD.
All personnel working over the side of the ship on
stages, boatswain's chairs, and on work floats or boats
Figure 4-30.–Method of securing gantlines. along the side of the ship are required to wear life

Figure 4-31.–Rigging for self-lowering.

jackets. Except for personnel in boats, personnel When doing hot-work over the side, replace the
working over the side must be equipped with a nonadjustable, fiber-rope, working lanyard and the
parachute-type safety harness with safety lines tended fiber-rope safety lanyard (DYNA-BRAKE, if needed)
from the deck above. used with the safety harness with a 3/16-inch-diameter
CRES wire rope. The wire rope should be 6-feet long
All personnel should be instructed in all applicable (including the DYNA-BRAKE, if needed) with
safety regulations before they are permitted to work double-locking snap hooks at each end. Secure both
over the side of the ship on scaffolding, stages, or in hooks directly to the wire rope, using wire-rope thimbles
boatswain's chairs. and swaging.
All tools, buckets, paint pots, and brushes used by
A competent petty officer must constantly personnel working over the side of the ship should be
supervise personnel working on scaffolding, stages, and secured by lanyards to prevent their loss overboard or
in boatswain's chairs, and personnel must be assigned injury to personnel below.
to tend the safety lines.
When personnel are doing hot-work such as
welding or cutting while working over-the-side or aloft, The stage is a stout plank to the underside of which
fiber lines could burn and cause a serious mishap. To two short wooden horns are attached athwartships,
prevent this, replace all personnel safety lines and the either by nailing or bolting on, a foot or two from either
fiber lines on the staging and boatswain chairs with wire end. When the stage is rigged properly, all the weight
rope. The Navy uses Corrosion Resistant Steel (CRES) comes on the plank. The chief purpose of the horns is to
wire rope. However, since the Navy supply system does hold the plank off the side.
not carry pre-assembled working or safety lines made The gantlines on your stage may be rigged in one of
of CRES, you must make them yourself. two ways. The first is by an eye splice in the end of the

gantline (fig. 4-32). Be sure to pass the part between the TAKING SOUNDINGS
half hitches under the plank. If you pass it over, there Soundings (measuring the depth of water) are taken
will be nothing holding you up but the horns. The when the ship is going into or out of port or approaching
second method of rigging the stage is by the stage hitch an anchorage. The hand lead is the most accurate means
shown in figure 4-33. This method is the better of the for obtaining soundings. It is used in shallow water and
two because there are two parts of the gantline under the when the speed of the ship is slow. Even though ships
plank instead of one, and there is no need to eye splice today have modem depth-sounding equipment, lead-
the end. lines are a mandatory piece of equipment and are
REEVING GANTLINES routinely inspected during inspections and refresher
training periods.
The best way to reeve your gantline for lowering is
over a smooth surface. Never have your gantlines LEAD LINE
running over a sharp edge. Place chafing gear wherever The leadline or hand lead consists of a narrow block
the lines from your shackles cross anything sharp. of lead weighing from 7 to 14 pounds, which is attached
The following safety precautions should be to a marked line (fig. 4-34). With the ship making 12
observed while crew members are working over the knots, a good leadsman can get reliable soundings down
side: to 7 fathoms. At slower speeds, of course, the lead has
1. Lower one end of your partner's stage at a time time to sink even deeper before the ship moves up to it.
while your partner keeps the other side secured. The leadline may also be used for determining the
direction in which a ship, practically dead in the water,
2. Warn your partner before making moves that
may jar the stage. is moving. Direction of movement is found by placing
the lead on the bottom, directly below the leadsman, and
3. Always wear a safety harness and lifeline with noting the direction of the motion of the ship as shown
dyna-brake when working on a stage. by the change of direction of the leadline from the up
4. Always wear a life jacket when working over and down.
water. Before heaving, the leadsman takes station in the
chains, which usually are platforms projecting over each
5. Keep clear of overboard discharges. side at the after end of the forecastle. The lead is then
6. Do not secure safety lines or gantlines to the lowered over the side and is supported in the heaving
stations that hold up the lifelines; secure the line to a bitt hand by a wooden toggle, inserted in the lead line about
or cleat. 2 fathoms from the lead. The spare line is coiled in the
other hand, free for running.
7. Do not allow more than two persons on a stage To make the heave, start by calling out “WATCH-
at the same time. ON-WATCH” then swing the lead in a fore-and-aft
8. Secure tools to the stage with small stuff to direction outboard of the chains to gain momentum.
prevent them from dropping. Then swing the lead in a complete circle. When the force
is great enough, let go the lead as it swings for- ward at
a point about level with the deck.
As the ship moves ahead, heave in the spare line
rapidly. The marker should be read when the lead is on
the bottom and the line hauled just taut, up and down.
The ability to heave the lead can be acquired only by
practice. It is necessary to practice with both hands
because the right hand is used for heaving from the
starboard chain; the left hand for heaving from the port
A good heave has no value unless the depth can be
read correctly and quickly. Learn the markings of the
leadline identified in figure 4-34.
Leadlines often are marked at each half fathom over
the range of depth used most and may even have foot
Figure 4-32.–Eye splice rig on a stage. markings around the more important depths. Some

Figure 4-33.–Rigging with a stage hitch.

leadlines are so fixed that the depth may be read at the any special markings of the leadline that may be used
level of the chains instead of at the water's edge. This on your ship.
procedure makes it easier to take sounds at night. Learn Report each sounding to the bridge in a sharp, clear
voice. When the sounding agrees with one of the marks,
report it by mark as 2, 3, 5.
When it falls on an even fathom between marks,
report it as by the deep 4, 5, 8 or 9. If the reading does
not give an even fathom, it is reported, for example, as
FOUR”, “AND A HALF, FOUR.” Respectively, these
reports mean that there are 1/4 fathom less than 3
fathoms of water, 1/4 fathom more than 4, and 1/2
fathom more than 4. If the bottom is not reached, report
“NO BOTTOM AT (number of fathoms).”



line-handling procedures to moor a ship.
Recognize the difference between standing and
running rigging.

The lines used to secure the ship to a wharf, pier, or

another ship are called mooring lines. Five-inch
synthetic rope is used for mooring lines in destroyers or
smaller vessels. Larger ships may use 8-inch or even
10-inch lines. Nylon, polyester, and aramid fiber lines
are now common for all types of ships. Aramid fiber
rope is lighter and smaller (9 inch circumference nylon
reduced to 5 7/8 circumference aramid) for equivalent
breaking strength to other synthetic ropes. See fig-
ure 4-35. Each mooring line should be faked out on deck
near the chock through which it will pass with each eye
passed through the chock and looped back over the
lifeline, for passing to the pier.
The mooring line that runs through the bullnose or
chock near the stem of the ship is called the bow line.
The line farthest aft at the stern line is called the stern
line. These lines lead up and down the dock respectfully
Figure 4-34.–Markings of lead line. to reduce the fore-and-aft motion of the ship. Other

Figure 4-35.–Mooring lines.

Table 4-2.–Orders to Line Handlers


PASS ONE Send line number one over to the pier. Place the eye over the bollard or cleat but do not
(or NUMBER ONE) take a strain,

SLACK (slack off) THE BOW LINE Pay out the line specified, allowing it to form an easy bight

TAKE A STRAIN ON ONE Put number one line under tension


TAKE IN SLACK ON THREE Heave in on number three line but do not take a strain

EASE THREE Pay out number three line enough to remove most of the tension

AVAST HEAVING Stop heaving (taking in)

CHECK THREE Hold number three line, and allow only enough of it to render around the bitts to prevent
the line from parting
HOLD TWO Take enough turns so that number two line will not slip

DOUBLE UP AND SECURE In addition to single part of a mooring line at each bitt, a bight of line is passed to the
pier or other ship which gives three parts of line holding the ship
SINGLE UP Take in all lines but a single standing part to each station (preparatory to getting
STAND BY YOUR LINES Man the lines, get ready to cast off or moor

TAKE IN ONE Retrieve line number one after it has been cast off. When used by the conning officer it
(or NUMBER ONE) means to slack one, cast it off, and then pull it aboard. When used by the officer in charge
on the forecastle, it is preceded by the command slack one, cast one and cast off one
and means merely to retrieve line one and bring it back on deck
CAST OFF A command to those tending the mooring lines on the pier or on another ship to
disengage or throw off the lines from over the bollards or cleats

mooring lines are called either breast lines or spring ensure that, at high tide they will not part or cause the
lines. They are called bow, waist, or quarter breasts and ship to list to a dangerous degree.
springs, depending on the part of the ship from which
they are run.
Breast lines are run at right angles to the keel and When you are handling mooring lines, it is
prevent a ship from moving away from the pier. important to observe all safety precautions and to make
Spring lines leading forward away from the ship at sure all personnel stay clear of bights of line. All lines
an angle are forward (bow, waist, or quarter) springs. are broken out and faked on deck in ample time before
Those leading aft are after (bow, waist, quarter) springs. sea and anchor detail.
To prevent confusion and to increase the efficiency
Depending on the class of ship, there is usually a
of line handling, lines are numbered from fore to aft,
first class petty officer or chief who is in charge of the
according to the position where they are secured aboard
fantail. The leading Boatswain's Mate and first
In securing alongside a dock, wharf, or pier, special lieutenant take charge of the forecastle.
attention must be paid to the tide conditions. When Table 4-2 lists some of the orders to personnel
securing at low tide, leave ample slack in the lines to assigned at the lines, with an explanation of each.

Be vigilant when you are handling lines by capstan. quickly. Vibration often causes turnbuckles to back off,
Warning of a dangerous strain is given by the creaking, To prevent this, keepers are installed on turnbuckles in
stretch and reduction in circumference of the line when standing rigging.
you are using nylon lines.
All standing rigging is grounded to the ship's struc-
ture with a bonding strap to eliminate the effects of
BLOCK AND TACKLE charges in rigging induced by electromagnetic radia-
tion. When you make any adjustments to the shrouds
A block consists of a wooden or metal frame (or and stays, the bonding straps must be disconnected to
shell) containing one or more rotating pulleys called prevent damage and/or breaking. Upon completion of
sheaves. When a line or wire is reeved through a block adjustments they must be reconnected.
or a pair of blocks, the whole arrangement becomes a
tackle. Usually, the purpose of a tackle is to multiply the If shrouds and stays are allowed to become slack,
force applied on the hauling part of the fall. The number their effectiveness is reduced. Standing rigging should,
of times it is multiplied, disregarding friction, is the therefore, be inspected periodically and tightened if
mechanical advantage of the tackle. necessary. The following procedure should be observed
when considerable adjustments are required:
Every tackle contains a fixed block, attached to
some solid support, and a movable block, attached to 1. Disconnect bonding straps. Loosen turnbuckles
the load. The force applied at the hauling part is to slack all shrouds and stays so no unbalanced forces
multiplied, excluding friction, as many times as there are applied to the mast.
are parts of the fall at the movable block. 2. Take up the slack as uniformly as possible until
A block ordinarily is referred to by the number of sag is eliminated from all stays and shrouds, and turn-
sheaves it contains: for example, single sheave, double buckles are hand-tight. Measure the distance between
sheave, triple sheave. Its size is determined by the the ends of the turnbuckle bolts.
length of its frame (in inches). The frame is the main 3. Tighten each turnbuckle so it is shortened by a
body of the block, and contains the metal strap support- distance equal to 1 inch for each 60 feet of stay length.
ing the pin on which rotates the sheave(s). Multiple- Reconnect the bonding straps.
sheave blocks usually have both inner and outer straps.
The closed upper end of the strap on a wooden block Insulators should present clean surfaces. They
holds the hook or shackle; the other end accommodates should not be painted, tarred, varnished, or coated in
the becket, for securing the end of the fall. any way.
Wooden blocks are used exclusively with line; they All electrical bond straps on standing rigging
are never used with wire. Blocks for wire normally are should be inspected for damage, broken or missing
all-steel, heavy-duty, roller-bearing blocks, either self- fittings, and excessive deterioration at points of contact
lubricating or equipped with fittings for grease guns. between dissimilar metals as specified by the PMS
periodicity and procedures. Deficiencies should be
A snatch block is a single-sheave block, a part of reported to the work center supervisor and/or division
which (strap) opens on a hinge so a line may be layed in officer.
the block. Fairleading, causing a line or wire to lead
angularly around an obstruction and then straight to
some desired point, is the usual purpose of a snatch DECK SAFETY
block. See Boatswain's Mate, Volume 1, NAVEDTRA
10101, for further discussion on the blocks and tackle. LEARNING OBJECTIVE: Explain the impor-
tance of deck safety.
Lines must never be made fast to capstans or gypsy
Standing rigging, usually of 6 by 19 galvanized heads, but only to fittings such as cleats or bitts pro-
high-grade plow-steel wire rope, is used to support the vided for that purpose. When hawsepipe covers are
masts. The fore-and-aft supports are called stays, and removed for any purpose, a safety guard must be
the supports running athwartships are called shrouds. installed forward of each hawsepipe to prevent
Stays and shrouds are set up at the lower end with personnel handling lines from stepping or falling into
turnbuckles, and those in the line of fire of the guns are the opening. When heaving around or veering the anchor
also fitted with pelican hooks so they may be moved cable, only authorized personnel may remain on the

forecastle. In letting go the anchor, the brake operator LUBRICATING WEATHER DECK
must wear goggles while handling the brake. EQUIPMENT
Ring buoys with a line and light attached must be
available for use when a sea ladder or a Jacob’s ladder LEARNING OBJECTIVE: List and explain the
is being used. importance of lubricating weather deck
Personnel are not permitted to sit or lean on the All weather deck equipment must be lubricated
lifelines at any time. Lifelines are safety barriers to properly to ensure protection against wear and weather
prevent personnel from falling or being washed over the elements. This section deals with the lubrication of the
side. When lifelines are removed for any purpose, the boat davits, standing rigging, running rigging, and the
officers and petty officers concerned are required to like.
ensure that emergency lines are rigged and that everyone
has been cautioned to keep clear. While working over
the side in port or at sea, personnel must wear life WARNING
jackets, safety harnesses with safety, and tending lines
attached, and a safety helmet. All greases, lubricants, and cleaning
When the ship is underway and a crew member has compounds are hazardous materials. Avoid
to work outside the lifelines, permission must be prolonged skin contact and always wear
obtained from the commanding officer. goggles when using these materials. Use in a
At sea, weather decks of ships can be extremely well-ventilated area.
hazardous, particularly aboard small ships. At any
moment, the sea can submerge the main deck to a depth BOAT DAVITS
of several feet or a wave may come unexpectedly over
the bow or fantail. Inspect boat davits as required by the Planned
If your duties do not require you on the main deck, Maintenance System (PMS) schedule. Follow the
do not go there. Be aware of any locations on deck that regular lubrication of the mechanical parts as outlined
present any tripping hazards. Line handlers should stand in the individual manufacturer's manual and PMS. Coat
at least 6 feet away from the block through which the the davit wire rope falls, gripes, and latch-releasing
line passes. Always stand clear of the bights of a wire devices with grease. Be sure to apply grease thoroughly
rope or a line. to the areas where saltwater would form a pocket.
During heavy weather, don't go on deck unless the Examples of these areas are next to shackles buttons or
officer of the deck gives you permission. Then, work in cramps, and around the thimble.
pairs and wear inherently buoyant (kapok) life
preservers, safety harnesses, and safety lines. STANDING RIGGING
All exposed wire, whether galvanized or not, must
be covered with some surface coating for protection
Only trained personnel and those who have been against the weather. For wire in standing rigging not
authorized specifically by the first lieutenant are subject to wear, weather protection is the only important
permitted to operate cranes, capstans, winches, and consideration. The Maintenance Requirement Card
windlasses. Except in an emergency, operation of the (MRC) lists the preservatives needed. You can get them
machinery must be supervised by a responsible officer by submitting a supply requisition to the supply
or petty officer. The method of operation and all department.
necessary special instructions must be posted at the
place of operation. RUNNING RIGGING
Experienced personnel must always supervise the
topping and lowering of booms. Before making any Wire rope for running rigging, as on cargo winches,
repairs or replacing any of the gear, personnel should must be covered with a mixture that provides
always lower the booms on deck. Chapter C6, Volume lubrication as well as protection against the weather. A
2 of OPNAVINST 5100.19 (NAVOSH Program preparation of graphite and grease makes an excellent
Manual for Forces Afloat) contains safety precautions covering for running wire if no prepared mixture is on
on cranes, capstans, winches, and windlasses. hand.

SHACKLES AND TURNBUCKLES equipment. For your own protection, therefore, you
Particular attention must be paid to protecting the should assist a division as much as possible in the
threads of shackles and turnbuckles. They are the parts maintenance and lubrication of this equipment.
that will be eaten away first if not cared for properly.
Turnbuckles should be opened out frequently; the
threads should be brushed well; and the movable parts SUMMARY
should be lubricated with graphite grease. In this chapter, we have discussed equipment and
WINCHES, CRANES, AND safety measures used on the deck of today's naval
The maintenance and lubrication of heavy deck More detailed discussion may be found in
equipment, such as winches, cranes, and anchor wind- Boatswain's Mate, Volume 1, NAVEDTRA 10101, and
lasses, is performed by personnel of the A division of other publications.
the engineering department. You should bear in mind, You must observe all safety precautions related to
however, that the deck divisions work with this your work or duty assignments.